Electrical circuit for transmission and clutch control



D. F. TOOT 2,578,158

ELECTRICAL CIRCUIT FOR TRANSMISSION AND CLUTCH CONTROL Dec. 11, 1951 2 SHEETS-SHEET 1 Filed Oct. 18, 1947 FIG. 8

INVENTOR. jar [J 750i BY I W YoX/d/uua /777'a/?/VKs'.

D. F. TOOT 2,573,158

ELECTRICAL CIRCUIT FOR TRANSMISSION AND CLUTCH CONTROL Dec. 11, 1951 2 SHEETS- SHEET 2 Filed Oct. 18, 1947 I INVENTOR. pat J .730 f M fi/ZQ Patented Dec. 11, 1951 UNITED STATES PATENT OFFICE ELECTRICAL CIRCUIT FOR TRANSMISSION AND CLUTCH CONTROL David F. Toot, Huntington Woods, Mich., assignor to Chrysler Corporation, Highland Park, Mich, a corporation of Delaware Application October 18, 1947, Serial No. 780,696

6 Claims. (Cl. 192.073)

This invention relates to an improved electrical circuit for a transmission and clutch control apparatus.

My copending application, Serial No. 770,659, described an electrical circuit for use in controlling a transmission and clutch control apparatus. The apparatus included a power member in the form of a piston adapted to reciprocate through a complete cycle for each change in speed ratio drive andthe apparatus also included a motion translating mechanism adapted to alternate movements of a transmission shift rail in response to successive cycles of the power mem her. This copending application incorporated a switch in the motion translating mechanism. It has been found desirable to provide a lost motion connection between the switch and the motion translating mechanism to assure that the electrical apparatus controlling the movement of the piston will be maintained in an energized condition for a longer interval of time. Under unusual circumstances when the transmission and control components are hard to move difficulties might'be encountered if the electrical circuit is deenergized before suflicient movement and momentum have been imparted to the components by travel of the piston. It is an object ofthis invention to provide a means to assure that the supply of electricity to the solenoid controlling the operation of the power member will not be interrupted too soon during movement of the shift rail.

It is a further object of this invention to provide switch means associated with the motion translating device that has a lost motion link age such that the switch will remain in its on position throughout a substantial portion of the movement of the power member in the direction requiring electricity for its movement.

Other objects and advantages of the invention will be apparent fromthe following description taken in connection with the accompanying mechanism carried by the transmission housing;

Fig. 4 is a section on the line 4-4 of Fig. 3;

Fig. 5 is a section taken on the line 5-5 of Fig. 4;

Fig. 6 is a section on the line 6-6 of Fig. 3; Fig. 7 is a partial section of the torque shaft r 2 and its associated levers shown vehicle frame in Fig. 1; and

Fig. 8 is a section on the line 88 of Fig. 7.

The control mechanism to be described herein is adapted to actuate a transmission of the type illustrated in Patent No. 2,284,191 and a conventional friction clutch. Fig. 3 illustrates the relationship of the control mechanism to the transmission.

The control system to be described is particularly adapted for use in conjunction with a friction clutch and transmission when they are associated with a fluid coupling. The'relation of the fluid coupling to the control system is described in the copending application, Serial No.-661,298, filed April 11, 1946, by Carl A. Neracher et al.

A motor vehicle transmission III has a conventional friction clutch l2 operatively associated therewith as illustrated in Fig. 1. An automatic control mechanism is associated with the transmission and clutch and adapted to control the operation thereof in response to predetermined vehicle operating conditions. The automatic transmission control mechanism is superimposed on'a manual control of the type described in Patent No. 2,284,191.

mounted on the gagement with one of the shift rails. This shift rail is designated by the numeral I l in the draw ings herein. The automatic control apparatus to be described herein only actuates the selector mechanism to move that one shift rail and does not engage the selector mechanism with the other shift rail. Therefore, the discussion herein of a control mechanism will be directed to means to referred to herein as effecting a change in the speed ratio drive between that which is commonly I referred to in a conventional transmission as a second speed drive and that which is commonly referred to as direct drive. It is to be understood. however, that the movements of the control apparatus could effect any other change in speed I v ratio drive desired.

The control apparatus is powered by a piston adapted to be actuated under selected vehicle operating conditions by manifold vacuum. An airtight housing [4 containing a cylinder l6 has tubular connections 18 and 20 with the engine The selector mechanism described in the above patent is normally in en-v is positioned between the tubular connections i8 and and adapted when energized to operatively connect the tubular connections [Band 20 so that air will beievacuated from the-cylinder 16 by the; intake manifold vacuum of the engine. The

solenoid operated valve 26 is also adapted to vent 10.

cylinder it when it operatively disconnects tubular connections [8 and 20. Manifoldlow pressure, or vacuum as it is commonly referred to, by evacuating air from cylinder I6 .overcomesspring.

24 when valve 26 is open thereby moving the 'pis- 15 ton 22 to the left in Fig. 1. A piston rod 28 connects the piston 22 with an arm 39 which is;rotatably mounted on a torque shaft 32. The torque shaft 32 has one end thereof rotatably mounted on the vehicle frame 34 and the other end rotat- 0 ably mounted. adjacent thelenginepblockg (not shown) in a manner wellknown inthc art... Th torque shaft32andits. associatedlevers are illustratedindetail in Figs.,7 and. 8. A. lever 36 keyed to shaft .32.is. providedv with a .depending arm 38. 5

The usualclutch pedal .4D.is .rotatably mounted at .42 on ashaft (not shown). An extension 44 of clutch pedal .40 dependsbelow rotatable mounting 42 and has fixed thereto a pin 46. A rod 48.

operatively connects. arm 38 .with pin.46. A,slot 3Q 50 provided inrod 48 permits.relativemovement in one. direction betweenrodflfland pin..46. The upper.v endoflever. 36. may be operatively associated. with the. usual. over.v center clutch spring.

An .arm .52..is keyed totorque shaft. 32.. A rod 54 5 connects arm.52f.with. clutch: throwout-fork 56.. Clutch throwout fork..56;engages acollar and operates .a .frictionclutch l2 .in.a manner .well known in the art... A typicalclutch is illustrated and described in Patent No... 2,182,407.. The lever 36. previously referredto is provided with .a pin 58 which. is adaptedto. be engagedbythearm whenthe latter is rotated -in..a counterclockwise direction in response..to,..-movement, of piston..22

under the. influence. ofmanifold vacuum. When.

the .solenoid actuated \valve...26 is. energized and the.piston .22 moveclto thezleftin Fig.1 piston: rod 28. rotates. arm .3 0. in a. counterclockwise direction. Arm 1.3 0v engages .and carries. therewith. the pin. 58

associated with. lever.. 36..'thereby. rotating; the.

lever.36. The lever 36.iskeyed.to..the torqueshaftz. 32'. and .the torqueshaft 32. is.thus.rotated;.-. Rota; tion of the shaft.32.rotates the .arm..52ewhich is keyed thereto- This -.pushes.rod .54,.rotates.;clutch throwout. fork .56 and. disengagesthe. clutch.=.l2..,

The rotation of the lever-:36 and .thedepending. arm 38 in this counterclockwise direction .doesnot cause adepression of the clutchpedalAll because; of the'cooperationof the slot 50in rod.48.and the.

pin 46.. This pin and slotcombination. permits. 0

movement of rod..48. .to ,theright in Fig... 1 without an accompanying depression .of clutch pedal .40... When solenoid actuated valve.26 closes. the operative connection between tubular. connections IBfand 20 and vents the cylinderlfi, spring 24 re-.;

turns thepartsdescribed in;their original 1 5.17." tion permitting the -clutch to reengage under the infiuenceof its own self contained springs;

The movement of piston 22 also efiects a'changein transmission speed ratio drive.;by,rotating a,

vertical, transmission controlshaft 60., Refer.-

ence-may be made to Patent lt -2,284,191 .fora further description of'the meanssby which rotagtion of: shaft 60- eifects a changein thetransmismerg dti ir a. rqee haf 3 .1 76

provided with a collar 62 which is rotatably mounted thereon. An arm 64 is keyed to collar 62. The arm 84 has a rod 66 operatively connected thereto. The other end of the rod 66 is connected to an arm 68 provided on the transmission. A spring means Hl may be associated with rod. 66 and arm Seas. shown in Fig'. 1. It cushions the motion of arm. 68 in. response to sudden movement of piston 22. The arm 38 is keyed to collar 62. Movement of the piston 22 is repeated by arm 68. As the piston 22 moves to the left inFig; l'the piston rod 23 rotates arm 30 in a counterclockwise direction. Rotation of 'col- 1ar 62 in a counterclockwise direction rotates arm .64 and moves rod 68-=to the right in Fig. 1 thereby rotating the arm 58 in a counterclockwise direction. When the solenoid actuated valve closes and vents cylinder IS the spring 24 returns piston22 to the right end of housing i4 and moves arm 58 in a clockwise direction.

The ,arm 63 isadapted to' actuate a motion translating device generally designated by the numeral 14. The device i4 is adapted to translate successive counterclockwise (in Fig. 1) rotations of arm 68 to alternate counterclockwiseand clockwise rotations of. transmissioncontrol shaft; The device .14 is mounted a housing 76 associated with .the lower portiongof: the housing containing transmission iii. A lever; 18 has a central portion thereof keyed -to the. transmission control shaft 60. A pair of fingers; 80 and 82 areeach rotatably mountedonlever 60- (Figs. 3 and 4).

18 on .oppositeends. thereof. The arm 68 ;pre-

viously referred to is keyedto a shaft. 84 which is mounted in the housingJS. The arm-5B. and shaft 84, are rotated in response to movement oi the piston 22 ,inthe vacuum cylinder.

recessed portion 88 adaptedrtoreceive a pin 90 which is carried by the end portion of arm 86. Inn;v operation the pin 90moves between the fingerswise direction in Fig l wilhcause the pin 90 to engage and pull oneof .the fingers to theright to thereby rotate lever-.l'fiandshaft 60. The .direc-- tion of rotation of shaft '60 will be'dependent upon whether finger 8i3-or 82 ;.;was moved by .pi n-9ll.-

The :-di rection of rotation. of: shaft 80 will determine the speed ratio dr iveto be effectedby the transmission; l 0 Rotation of arm 86 in a counterclockwise direction in Fig. 4 is used to index the arm 86; relative tothe fingers Bil-rand B2. The

next succeeding.clockwise movement of lever will pull the otherfingenandreverse the rotation of shaftfiil thereby efiecting a; change in the transmission speed ratiodrive. Movement of pis-. ton, 22 under theinfiuence of vacuum causes the clockwise (in Fig- 4) rotation of armBG andthe spring ,returnoi piston.22, causes the. counter.- clockwise rotation of arm 86.

Meansto .control .theactuation of the valve 26 and piston 22 is illustrated in Figs. 1 and. 2. A.

grounded sourcewl Bil of electric. energy is. connected through ignition: switch N12 to a switch I04 Switch: R04 :is

An arm 86 is keyed to shaft'84 inside of the housingli; The fingers Stand 82 are each; provided with a nects switch in with the-inlet-te'rminal I I8 of a vehicle speed responsive governor I20. The gov ernor is provided with outlet terminals I22 and I24 and is adapted to electrically connect terminal IIB with the terminal I22 below a predetermined vehicle speed and to electrically connect the terminal II8 with the terminal I24'above thispredetermined speed. A switch I26 is adapted to be actuated by movement of the shift rail in the transmission. This switch is illustrated in Figs 3-and 6.' The switch I26 comprises a backing plate I21 having a pair of spaced stationary contacts I36 and I40 secured thereto. A pair of depending arms I29 and I3I are pivotally mounted at I23 and I25 on plate I21 and adapted. to straddle the contacts I40 and I36. The arms I29 and I3I are urged toward each other by springs I33 associated therewith. An actuating member I35 is pivotally mounted on plate I21 and has a portion I34 thereof received between the arms I29 and I3I. The shift rail I I is provided with a slot 9 adapted to receive the other extremity of. the member I35 so that a lost motion connection is provided between the shift rail and the member I35. Movement of the shift rail II causes a rotation of member I35 and rotation of the'arms I29 and I3I. adapted to engage contact I36. Arm I3I is provided with a contact I4I adapted to engage contact I40. Arms I29 and I3I are provided with cooperating contacts I43 and I45 which are adapted to engage each other. The contact I45 is insulated from arm I3I. The contact I43 is electrically connected to arm I29. The arms I29 and I3I are electrically connected to a bar I41 which is connected with the solenoid operated valve 26 by a line I28. A line I31 interposed in the circuit of Fig. 2 between the switch I04 and switch H is connected to the terminal I45 on arm I3I. A line I34 electrically connects the terminal I24 of the speed responsive governor to the stationary contact I36 of the rail switch I26. A line I38 connects terminal I22 of the speed responsive gov ernor to the stationary contact I40 of the rail switch I26. When the shift rail I I is in its direct drive position which is shown in Fig. 6 an electrical connection is provided between the line I38 from the speed responsive governor to the line I28 connected to the solenoid operated valve 26. This connection extends from line I38 through contact Arm I29 is provided with a contact I39 I40. contact I4l, arm I3I, bar I41 to line I69. It

should be noted that the movement of the shift rail I I to the left in Fig. 6 caused the member I35 to be pivoted in a counterclockwise direction thereby moving the arm I29 away from the contact I36 and leaving the arm I3I freeto be rotated in a counterclockwise direction by the spring I33 until its rotation was stopped by the engagement of the contact I4I with the stationary' contact I 40. When a change inspeed ratio drive is effected by the movement of the shift rail II to the right in Fig. 6; 'the member I 35 is released by the notch 9 in the shift rail II. This permits the arms I29-and I3I to move toward each other under influence of springs I33 until the contacts I43 and I45 by prevented. The rotation of member I35 waves:

6 arm I3I out of operative engagement with contacts I40 and I43 so that the only contact remaining-in engagement when the shift rail is at its extreme position to the right in Fig. 6 is made by contacts I39 and I36. A circuit is provided there-' by from line I34 through contacts I36, I39, arm I29, bar I41 and line I28 to the shift solenoid valve 26. v

The switch I I4 which is associated with the motion translating mechanism is illustrated in Fig. 5. The lines H2 and H6 are connected to switch II4. A body portion I62 is provided with terminals I64 and I66. These terminals are electrically connected to lines H2 and H6 respectively. A plunger element I68 carries a contact bar I10 which is adapted to bridge the terminals I 64 and I66 and. a ball I69. A spring "I urges the plunger element I68 away from the terminals.

The arm 86 which was previously described in the motion translating mechanism carries a pin 90 ment. Pins I14 in housing 16 cooperate with slots' I 16 to guide plate I12. Plate I12 is provided with an opening I18 which is adapted to receive the ball I69 when it is aligned therewith to permit the plunger element I68 to be forced downwardly to open the switch The plate I12 is provided with a pair of spaced ears I and I82 which are adapted to be engaged by the pin to effect a sliding movement of the plate as in incident to rotation of the arm 06 during a change in speed ratio drive. The ears I 80 and I82 are preferably so spaced that as the arm 86 moves to the right in Figs. 4 and 5 a substantial portion of its movement in this direction is completed before the ear I80 is engaged and the switch I I4 opened. On the movement of the arm 86 to the left in Figs. 4 and 5 the ear I82 is picked up and the switch I I4 closed so that it will be closed preparatory to the next change in speed ratio drive. The provision of a means to delay the opening of the switch H4 in response to movement of arm 06 constitutes an improvement over the apparatus described in my co-v relating to deenergization of the solenoid operated valve 26 by the opening of the switch II4 before sufficient movement and momentum had been imparted to the components by travel of the piston.

22. However, such difliculties are overcome by the lost motion connection described herein as v existing between arm 86 and the switch I I4.

Referring to Fig. 1 the operation of the electrical circuit thus far described will be explained. In operation, the driver of the vehicle closes the ignition switch I02 as an incident to operation of the vehicle. If the driver wishes the automatic control mechanism described herein to effect for him changes in transmission speed ratio drive he so designates by closing switch I04 on the dash. When the vehicle is operating and the driver desires that a shift or change in speed ratio drive be efiectedhe so signals by releasing illustrated in. Fig: 5 :prior. to :energizationofthe control: systems. The'.-gover,nor..termina1: ,I I8 has.

been :illu'stratedx in Fig. 2 as. in contact. with .the' terminal;v I22... Thiscindicates. that the vehicle speed is low and the lower speed ratio drive .dei-..

sired. .Electricity, from the groundedstorage bat teryilflfl thust passesithrough the closed switches.

IB2,.'.,IIM;-;IM3,;- II4=and-through:the terminal II8 totthe-terminal. I22." If thevehicle is-at that-timer: operating.z-in directzdrive :the shift rail.- II" is in theyleftmand position in Fig. 6. Thelrail switch "Bile-therefore. closedat contact. 140 and line; I28 opieratively.-.: connected .with: lines I38 and:

termlnal:.I22;. The agrounded solenoid-actuated valve1.26-.is: thereby energized; The :energization r or valvelfi' exposes the cylinder :1 6 r1301 the. intake;

manifold :of the :enginethereby moving .piston '22 to. .theleftiirr Fig. 1 to-disengage theclutch I2".

and; to. rotate". transmission: control: I shaft 6D;

Rotation. of-shaft 63 moves the shift rail. I I to theright'inFig-i 6to effecta lowerzsp'eed ratio drive." The-movement of theshift'railll to the. extremeqright closes the switch at contact I36 thereby connecting lines. I34: and: I28. long'as the vehicle speed remains below the predetermined governor speed the circuit is broken by the'governor:I29 and:va1ve126 deenergized. Whenvthe circuit is broken and the solenoid actuated. valvex2fi:deenergizedpiston 22 is moved to" theuright inzFig. 1:by-spring.2l. Thisindexes thelever 8fi =of"the motion translating mechanism of Fig-. 4.and permitsethe clutch I 2' to re-' engages During normal operation of the vehicle."

the driver will-then depress the accelerator pedal AS. it 1 Nil-thereby :opening switch III'It If the vehicle should then accelerate sufficiently so that thepredetermined speedofthe governor is exceeded the terminal I I8 thereof will contact the terminal 124..

atcontact I 36. operator releases the accelerator: pedal 180' and Since the vehicle'is operating in its lower speed'ratio' drive with the shift rail'llmoved to theright in Fig. 6 the switchis closed If under these conditions the the switch IIO"-is closed acircuit is established and solenoid 26 1s energized." The energization ofsolenoid 26 causes a clutchdisengagement,a shift :to direct'dr-ivein the transmission-and" clutch reengagement;

The line I31: and 'contacts' MS and I are" necessaryior if' theoperatorclosed the accelera torswitch III) and before the completionof the shift' should accidentally or through confusion step onthe accelerator pedal I80 he would open ment' of the-shift'rail' II from eitherof its end positions the switch I 2 6 is closed by contacts I 43 and-I45 thereby-connecting line-IST-with line" I 28 -ahd' providing a circuit for' energizing-the solenoid which is independent of 1 the accelerator The. reasonfor. the incorporation of switch." I I4 is-best understood by an explanation of difii-" culties:..that could;beencountered if theiswitchi: wasinot present inthecircuitr If; for: example";':

while. the-vehicle wasqclimbing .a grade a shift.-. shquld-be initiated it'is possible that. the ivehicle'r speedwlwould'decrease; below governor; speed controlled switch: I20: and: causing 1 the.- solenoid 2 6 to. remain energized. For; example,. .on. an v.upishiftitas the contactzMIl of the shift. rail switch: I26 was engagedthezgovernor controlled switch" l20'shou1d cross overland contact terminals III! andrI22 a'circuitto thesolenoid 26 would thereby, beiestablished; This would keepjthe cylinder: I6 evacuated and the piston 22 in the left hand DOSi-v tion: in: Fig. .1 :thereby preventing;.reengagement of the clutch; However, it should be. noted that." ifzsswitch Il4'-is;present.in.the circuit it;wouldv beropen: under: these-circumstances because the arm: 86 would. be intheright handpositionin. Fig. 5. This :would assure that the solenoid 26- would .be' deenergized andthe clutch reengaged;

Aiterrtheureengagement .ofi theiclutchwhen then arm..86 is returned to the leftin Fig. 5 the switch. I I4 would,1asiin' incident thereoflbe closed .prepaa ratory toisthe. next .energization :of .the system;

Iiclaim:

1. .In;a: moto'r vehiclea variablez speed .trans-'= mission, controlmechanism including a power operated member adapted to movefrom an initial... position through a: predetermined cycle includ-.-

ing movement-in a first direction to aIpredetermined-position and return in response to predetermined vehiole operating conditions, afirst': means adapted" to alternatethe drive-in said transmission-between a first and a second "speed ratio drive in responseto successive-cycles of said power member; electrical means to control the 1 movement of" said power member including a switch having a member movable between a first and a second position; meansiorming a lost T motion operative connection between said "switch" member and said first 'meansadapted to position said switch member in saidfirst position when 'saidpower member is in said initial position and while said power member moves through a portion 'of its movement in said first direction and to'position said switch member in said-sec-- end position when said power member is in said predeterminedposition;

2; In anautomotivevehicle'providedwith an accelerator'operatedswitch, a battery, a vehicle speed responsive governor "operated switch, a

transmission including change speed mecha nism, power means for selectively operating the change speed mechanism and including a 'movable element-adapted toxmovefrom 'an'initial position in "a' first direction :to' a secondposition andtreturn as an;incident to'operation of'said transmission; .motion' transmitting means op eratively connecting said movable element and i' said change speed mechanism, a valve for control1ing. the operation of said power means, and means for controllingthe operation of said valve including electromagnetic means,..

operatingelectromagnetic .means including a cir-.

cult through the said accelerator operated switch and governon operated-switch, a third switch havingv a :movable. member, and means providing a lostmotion connection between said switch. movablemember and .saidmotion transmitting means, said. third switch "and said .lost. motion 7 connection .means :being operable .to electrically connect saidcircuit ,with said battery when said movableelement is" in. said initial. positionand during-a portion of the movement-of said movable element in said first direction.

3.. In. an automotive =vehicle-provided with an accelerator operated switch, abattery, a vehicle thereby ;changing ;,;the .circuit through" governor? 7 5 speed-responsive governor. operated switch: havelectrical. meansfor controlling the operation of saidvalv'eim; a pair. of terminals adapted to be selectively energized when the speed of said governor is less than apredetermined value and greater than a predetermined value, a transmission including speed mechanism, a valvefor controlling the operation of said power means, means for control- 1 ling the operationof saidvalve including electromagnetic means having a movable member adaptedtoopen and closesaidfirst switch, elec- -.trica1;means for controllingthe operation of said valve operating electromagnetic means including a first switch, a circuit from said battery through said first switch and said accelerator operated switch to said governor-operated switch, a third switch means having a first circuit thereth'rough electrically connected to one of said governor operated switch terminals and adapted to be energized when said transmission is operating in said first speed ratio drive and a second circuit therethrough electrically connected to the other of said governor operated switch terminals and adapted to be energized when said transmission is operating in said second speed ratio drive, electrical connections between said third switch and said electromagnetic means and said electromagnetic means and said battery and means providing a 10st motion connection between said movable member of said first switch and said motion transmitting means, said movable member and said lost motion connection means being operable to open said first switch when said movable power element is in said second position and to maintain said first switch closed when said movable power element is in said first position and intermediate said positions.

4. In a motor vehicle a variable speed transmission including change speed mechanism selectively operable to provide a first speed ratio drive and a second speed ratio drive in said transmission, power means for selectively operating the change speed mechanism and including a movable power element adapted to move through a cycle from an initial position to a second position and return in response to predetermined vehicle operating conditions, motion transmitting means operatively connecting said movable element and said change speed mechanism and adapted to change said transmission speed ratio drive in response to each cycle of said power element, electrical means to control the movement of said element comprising a solenoid, a source of elec tric current, a governor controlled switch having an inlet terminal and first and second outlet terminals, means connecting said source to said inlet terminal, a second switch means having a first terminal electrically connected to said first outlet terminal of said governor and a third terminal electrically connected to said second outlet terminal of said governor controlled switch, means associated with said second switch means and adapted to electrically connect the first terminal thereof with the second terminal thereof when said transmission is operating in said first speed ratio drive and to electrically connect the first terminal thereof with the third terminalthereof when said transmission'is operating in said-second speedratio drive, switch .means having a movable member adapted to open and close said last mentioned switch means, means providing a lost motion connection between said movable member and said motion transmitting means, said movable member and said lostmotion connection bein operable to disconnectsaid source from-said governor controlled switch when said movable power elementis in said second position and to electrically connect said source to said governor controlled switch when said power element isin said initial position and in some positions intermediate said initial position and saidsecond position.

5. In a motor vehicle a variable speed ,transmission, including change speed mechanism selectively operable to provide a first speed ratio drive anda second speed ratio drive in said transmission, power means for selectively operating the change speed mechanism and including a movable power element adapted to move through a cycle from an initial position to a second position and return in response to predetermined vehicle operating conditions, motion transmitting means operatively connecting said power element and said change speed mechanism and including a first rotatable shaft operatively connected to said transmission, a pair of oppositely directed lever arms keyed to said shaft, a first finger ele--v ment rotatably mounted on one of said lever arms and having an engageable portion, a second finger element rotatably mounted on the other of said lever arms and having an engageable portion, a movable element operatively connected to said power member for movement from an initial position to a second position and return in response to movement of said power member through said cycle, said element being adapted to selectively engage said engageable portions of said fingers and to transmit motion through said fingers to rotate said first shaft, said element being adapted to engage one of said engageable portions and moveone of said finger elements when moved from said initial position and to index itself when returned so that it will engage the other of said engageable portions during its next successive movement away from said initial position thereby to alternately move said first shaft in a first direction and in a second direction to operate said change speed mechanism to effect said first and said second speed ratio drives in response to successive cycles of movement of said movable member, electrical means to control the movement of said movable power element and including a switch having a member movable between a first and a second position, means forming a lost motion operative connection between said switch movable member and said movable element and adapted to position said switch in said first position when said movable element is in said initial position and during a portion of the movement of said movable element between said initial and said second positions and to position said switch in said second position when said movable element is in said second position.

6. In an automotive vehicle provided with an engine, an accelerator operated switch, a battery, a vehicle speed responsive governor operated switch, a transmission including change speed mechanism, a clutch drivingly connecting said engine and said transmission, power means for selectively operating the change speed mechanism and including a movable element adapted 

